VW Multivan 1.4 eHybrid اختبار Test

Have you heard? Scandal in Volkswagen! There was something in common between MQB and T6.1. It could have happened somewhere between Wolfsburg and Hannover Stocken, the unspeakable, actually unimaginable. You: An effective, resilient digital citizen. He: A sharp grab with a broad back, plenty of experience and a loyal fan base.

and now? Eat there, Klein. “Would platform bastards prefer condoms…” he maliciously sneered at Community T. “It’s not really a bus anymore. Then there are the digital stuff and the plug-in hybrid.” Einstein said it’s easier to split the nucleus than to bias, but let’s try. Even with bias. Because frankly, traveling with pedestrian protection on the platform and T5 homologation from 2003 is now no heroic feat for the T6.1. Certainly not for a family car, which also remains the multivan with its 50 percent stiffer body, and more crash protection.

Volkswagen Multivan: who can afford it?

Elegant on top of that, especially as a generous special Energetic model with two-tone paint. Even without it, the Multivan costs more than €67,300 (minus €5981 of support). With it, a colossal 2,975 has been added. Which leads us to suppose that the good one was hand-drawn by the chosen elves on a moonlit night under the protection of Eilenriede.

Back to the facts: the T7 is seven centimeters longer, four wider and five flatter than the “Papa” T6.1, and the drag coefficient is 0.30 cheaper. Created with the help of the MQB modular transverse array, the new package positions the driver and company 20 cm further back than before. You open the sliding door, look inside and know, even without a meter base: that’s it, again here in the Multivan, nothing is the same as before. At least in the room side with the regular version.

20 cm missing

Achim Hartmann

With three rows of seats, the luggage compartment is relatively narrow.

Where there were still plenty of Multivans left in the back of the third-row passenger, it’s now – let’s say – debatable with 469 liters usable right up to the roof. Bus fans complain: Too tight. Angry that they even have to include the bag with charging cables in their logistics. In the past, I’d simply toss scrap at the loading parlour, and there was always poly left over. Well, as a two-seater, the new Kurz packs 3,672 liters. not enough? Then get the long version with 20cm of rear overhang for a fair extra cost of €1,862 and packs between 763 and 4,053 liters. Speaking of which, we look through the freight forwarder’s glasses: the payload of the hybrid test car ranged from 523 to 706 kg, behind the last T6 TDI tested, as well as the trailer load of 1,600 to 2,500. Other T7 models are allowed to tow up to two tons.

Who now thinks, no wonder, that the new stands on the assembly floor of a passenger car in the style of La Passat or Tiguan, are mistaken. MQB determines the distance from the axle to the fender, allows the installation of group drives without costly adaptation of peripherals and provides a total of 20 assistance systems, including the Car2X interactive warning system. But the T7’s chassis remains independent with the single front-arm and semi-tractor rear axle, for weight reasons (non-suspension blocks) including the aluminum parts.

But now nothing like behind the wheel. The T7 puts you back with a seat height six centimeters lower than the T6 – somewhat in the manner of a Mercedes V-Class, but in a different atmosphere: realistic, angular, digital and covered in easy-care plastic. In the style of the current VW family, with which the bus also shares tools and controls. For the original hard plastic, Herbert Diess likely personally negotiated a size reduction, as much as they decorated their models with wallpaper.

Volkswagen Multivan E Hybrid, cockpit

Achim Hartmann

The T7 features a comfortable seating position, flexible suspension, gentle noise, and easy-to-read displays. A-pillars are annoying in city traffic.

BUT: The T7 assembled solidly. Even on bad roads, there are practically no squeaks, no seat frame rattles, no multifunctional table rubbing, no door seal swishes, and no glass ceiling rattles. respect for that. Noise tolerance of upper air vents flow. Finally, thanks to the high-voltage air conditioning compressor, the eHybrid can cool and heat the interior without starting the gasoline engine – stationary air conditioning included.

Equally: the correct placement on the comfortable seats in front, they can be pre-heated at the start as well as a massage function for the driver. The armrests ensure the comfortable feel of a Multivan, and the entire Maxi-Van’s solid interior including futuristic protective equipment. This includes informative group digital tools and a central touch screen along with beautifully designed menus as well as an overhead display.

Everything is fine so far – until you start to despair of the unlit sliders of the volume and temperature settings in the dark. As a beginner and experienced. Moreover, in stark contrast to VW’s driver solutions that have been useful, logical and intuitive for decades (well, let’s forget the orange high-beam LEDs from that time). The significant absence of physical buttons increases the difficulty of standard controls such as seat heating and the like. The test car’s steering wheel controls require no corrections, the traditional buttons work smoothly and easily.

Steering and springs: check!

Volkswagen Multivan E Hybrid

Achim Hartmann

Curved model: precise steering, easy handling, whether empty or loaded, in fast corners pushes the rear due to the battery.

In general, the operation of the steering wheel – even correct operation – works attractively and without problems. Yes, friends, you can easily build the hardware at Volkswagen, the T7 engine is installed through the directly localized electromechanical steering. Clean from the center position, it conveys a consistently smooth feel without annoying ditching or even sharp steering, making you feel right at home on the rim of that steering wheel; You can only choose between the level of support in “Comfort” or “Sport”.

Choice is just a matter of taste, in both modes pushing the T7 with the front axle subframe attached directly to the body and the upgraded chassis design in an equally agile and reassuring manner. It doesn’t matter whether it’s around tight corners or wide curves, in snakes or cities or stoically running straight ahead with the speedometer 210 on the highway. At most, the rear end surreptitiously pushing due to the change in the weight balance can be observed by the battery.

The feel of the hybrid brake pedal does not quite reach the transparency of conventional systems, but the effect remains stable. Meanwhile, the suspension with optional adaptive dampers cleanly absorbs both short and long bumps, allowing only very short shocks to be acoustically crossed. Anyone who benefits from the payload enjoys a fuller cushion and experiences the front axle pounding that was usual in the past, which the T7 has ditched entirely. Equally annoying shivering or nausea-enhancing amplitudes – extensively tested by minute seismographs called girls.

VW Multivan eHybrid, rear seat

Achim Hartmann

Single swivel seats allow for different configurations.

This is a good thing, because the carpet, rails, and fine seat covers should be kept clean. In the second and third rows, you can travel excellently with a view through the optional fixed glass roof (no roller blind, but with 78 percent lower heat radiation). Previous works are available in different configurations, and single benches and sliding tables allow for different configurations.

Instead of rotary consoles, the T7 relies on turning shifters, which is handy thanks to a new rail system (best yet) and a scratch-resistant plastic base. Depending on the version with or without belt integration, the seats weigh between 23 and 29 kg and can be heated as an option thanks to the electric rails. In the facing position, the legroom is tight, otherwise everything will be fine for a long flight.

Emission-free domestically

VW Multivan eHybrid, socket

Achim Hartmann

It can be fully charged at 230V in 5 hours, on the wall box it takes just over 3 hours. About 40 km of purely electric driving is possible.

Which can start locally zero-emissions for the first time with the bus. The sound of the T7 is about 40 kilometers or 140 kilometers per hour thanks to the 85 kW electric motor plus a 10.4 kWh battery in the car’s floor, reducing the gasoline tank to 45 liters. In combination with the 1.4-liter EA211 petrol engine and six-speed DSG, there is still 350Nm of system torque under the long bonnet with the optional bright and subtly LED matrix light. In normal hybrid operation, there are consumptions of up to eight liters even without external charging, with charging it is cheaper. However, at higher speeds, higher driving resistance requires a supplement. In general, the cooperation of both engines works economically and smoothly until automatic recovery with environmental monitoring, but it can also be adjusted (maintaining the charge level, recharging and the required charge level at the destination).

350-bar injection pressure, new piston rings and sodium-filled exhaust valves train the 150-horsepower gasoline engine for its difficult task, which it usually performs calmly. Only under a high load in a single operation and a depleted battery does it leave the wellness zone and start to go open at well over 4000 rpm. On the other hand, the single punch is sufficient, even when fully loaded, the T7 climbs as crunchy as the A 8 Albaufstieg or any other climb over twelve percent. And if you get it right, you can make it happen anywhere – even when you were a kid of MQB.

opinion poll

Artisan, ie Volkswagen T6.1.

Family trainer, ie VW T7

Electric lifestyles, so ID Buzz

A real bus driver, so from T1 to T5

Read more

Advantages and disadvantages


  • Good space front and back
  • High volatility with easy seat conversion
  • solid treatment
  • clear screens
  • Cumbersome touch operation with partially lit sliders
  • The first pillars disturb the field of vision
  • Partial program failure
Driving comfort

  • Comfortable suspension with little inclination to roll
  • Comfortable seats in general
  • Pleasant indoor noise level
  • good air conditioning
  • Engine noise is present under high load
to cut

  • Powerful, generally planted hybrid engine
  • Comfortable Modes
  • Gasoline without electronic booster is partially exhausted and thirsty
  • Small gas tank (45 liters)
Driving Characteristics

  • computable processing
  • precise routing
  • High driving safety
  • Average brake pedal feel
  • Partial moderate drag

  • Numerous help systems
  • Stable braking system
  • Active LED Matrix Light

  • Emission-free driving domestically
  • Hybrid with the possibility of saving fuel

  • High base price
  • Expensive add-ons

The T7 drives smoothly, is friendly and, even sympathetically, takes care of its passengers with plenty of comfort and assistance. Shortcomings: less space than before, under a high-load gasoline engine, flabby, thirsty

Technical information

Volkswagen Multivan T7 1.4 e-Hybrid Energetic
Base price €67,300
external dimensions 4973x1941x1907 mm
trunk size 469 to 3672 liters
Displacement / Engine 1395 cc / 4 cylinder
perfomance 110 kW / 150 HP at 5000 rpm
maximum speed 192 km/h
0-100 km/h 8.8 seconds
consumption 1.5 liters per 100 km
Test consumption 9.4 liters per 100 km

Show all technical data

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